Locomotive- driver brake



(No Model. 4 Sheets-Sheet 1..

G. WESTINGHOUSE, Jr. LOCOMUTIVE DRIVER BRAKE.

FIGJ.

WITNES ES: INVENTOR,

12mm Atty.i

(No Modei.) i 4Sheets-Sheet 2.,

G. WESTINGHOUSE, Jr.

- j LOGOMOTIVE DRIVER BRAKE. No. 373,706.

F'IG.3.

FIG. 2.

WITNESSES:

w/wgk WM/WZ/ v PatentedNox iZZ. 1887.

WIT E85 8: INVENTOR,

( 4Sheits-Sheef3; 3 G. WESTINGHOUSE, Jr.

LOGOMOTIVE DRIVER BRAKE.

N 373,706. Patented NW. 22, 1887.

FIG.5.

(No Model.) v

- 4 Sheets-Sheet 4. G. WESTINGHOUSE, Jr;

LOGOMOTIVE DRIVER BRAKE No. 373,706. Patentd No 22, 1 887.

. gm? v FEE- FIGJO UNITED: STATES PATENT OFFICE.

GEORGE WESTINGHOUSE, JR, OF PITTSBURG, PENNSYLVANIA.

LOCOMOTlVE-DRlVER BRAKE.

SPECIFICATION forming part of Letters Patent No. 373,706, dated November 22, 1887.

Application filed August 30, 1887.

Serial No. 218,243. (No model.)

coupled driving-wheels, but is likewise applicable in other constructions in which the application of braking power to two or more pairs of wheels may be desired; and its object is to provide an apparatus of simple and inexpensive structure which shall be readily adaptable to, engines of any of the ordinary patterns, and in the operation of which equal pressure will be exerted. upon each of the driving-wheels and equal wear correspondingly induced upon the tires thereof and the brake-shoes.

To this end my invent-ion, generally stated, consists in the combination, with a pair of brakeheads suspended between two adjacent wheels, of brake-levcrs coupled between their ends to the brakeheads and coupled at one end to a fixed support and to a brake rod, re spectively, and a pressure-rod interposed between the ends of the brake-levers opposite those connected to the support and brakerod.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings, Figure 1- is aside view in elevation of a portion of the frame and driving-wheels of a locomotiveengine, illustrating the application of a brake mechanism embodying my invention; Fig. 2, a similar view on an enlarged scale; Fig. 3, a plan View, partly in section, of a portion of the mechanism; Figs. 4, 5, and 6, transverse sections through the frame, looking to the right,at thelines .v,y,and z, respectively,of Fig.

1; Fig. 7', a view in perspective of one of the brake-rod-connecting arms detached; Fig. 8, a horizontal section, on an enlarged scale, through a pair of brake-levers and brakeheads; Fig. 9, a rear view, and Fig. 10 a side view. of a brake-head.

In the instanceherein exemplified my invention is illustrated as applied in a locomotive-engine having four pairs of driving wheels, 1 2 3 4, the axle-journals of which are mounted in boxes in the usual manner in the frame 5. The brake mechanism of the wheels on one side of the engine corresponds in construction and operation with that of the other, and hence that of the left si de,which isshown, need only be described. Brake-heads 6i 6, which may be of any preferred type, are suspended in pairs by links or hanger 7 from the Arms wardly-facing brake-heads 6" is, when, as in this case, the brake-cylinder is located at the rear of the engine, coupled by a pin, 8", to a brake-lever, 9, at a point between the ends of said lever, and each of the oppositely-facing brake-heads 6 is similarly coupled by a pin, 8, to a brakelever, 9. Each of the brake-levers 9 is pivoted at its inner end by a fulcrum-pin, 10, to a hearing or support, 11, bolted to the frame, and the inner end of each of the brake-levers 9 is coupled to the forward end of one of a pair or series of brake-rod sections, 12, the brake-lever 9 farthest from the brake-cylinder being directly connected to the brake-rod section by a coupling-pin, 10, and the remaining brake lever or levers 9 being each coupled through the intermediation ofa brake-rodconnecting arm, 13, having a pin in its upper end fitting a hole in the lever 9. The rear bmkerod section 12 is coupled to the connecting-arm 13 near the center of the latter, and the brakerod section in advance thereof is coupled at its rear end to the lower end of the connect ing-arm 13 and at its forward end to thelever 9 of the next succeeding rearwardlyfacing brake-head 6 by the coupling pin 10 above specified. If the mechanismshould be adapted to six pairs of wheels, the additional brakerod section, which would in such case be re quired on each side, would be coupled at its rear end to the lower end of one connectingquired; or any other suitable arm and at its forward end to the middle portion of a similar arm.

The power applied in setting and releasing the brakes is transmitted from one to theother of the members of each pair of brake-levers 9 and 9Hby a pressure'rod, 19, interposed between and hearing at its ends against the outer ends of the brake-levers and fitted to rock or swivel therein in accordance with the movements of said levers about the axes of the pins 8 and 10, respectively. For this purpose the pressurerods 19 are provided at each end with a spherical or ball bearing, 20, which fits a corresponding socket in the adjacent brakelever 9 or 9", and is made adj ustable upon the rod 19 to enable lost motion to be taken up from time to time as required. The bearings 20 are internally threaded to engage corresponding threads upon the pressure-rods 19, and are provided with squared projections'on their inner ends, by which they may be r0- tated to vary their positions upon the pressurerod. Hhe'brakelevcrs '9 and 9 are of equal length, and the distance from the centers of the sockets of the bearings 20 to the centers of the pins by which they are coupled to the brakeheads and to thefixed fulcraaud brakerod section are equal or proportioned to give the desired force on each wheel.

A brake-cylinder, 14, fitted with proper appliances for the admission and exhaust of fluid under pressure, is secured in any convenient position to the rear portion of the frame 5, and is provided with a properly-packed, piston, the rod of: which is coupled by a link, 16, to the upper arn of a lever, 1?, mounted iua bearing, 18, on the frame. The lower arm of the lever 17 is coupled to the rear brake-rod section 12, so that outward movement of the piston-rod 15 will' produce a corresponding backward movement of thebrake-rod sections 12. The sections 12 are preferably formed in two parts connected byswivel-nuts 21, having right and left hand. threads,to enable the length of the sections to be readily adjusted as redevice for this purpose may be employed.

. In operation the application of the brakes is effected by the admission of fluid -presspm to the brake-cylinder 14, which pressure, being transmitted through the piston-rod 15, link 16, and lever 17 to the rear brakerod section 12, imparts rearward movement to the latter, such movement being through the connecting-arm 13 imparted to the inner end of the rear brake-lever 9 and the forward brake-rod section 12, and through the latter to the inner end of the forward brake-lever 9. The brake levers 9 then pivoting upon the pins 8 as fnlcra, the pressure of the brake-rod sections 12 is exerted through the pressurerods 19 upon the brake-levers 9", which turn upon the fulcrum pins 10,

to the wheels 1 and 3. When the latter are brought to a bearing, the fulcra of the brake-levers- 9 are, through the pressurerods 19, shifted from and apply the their pins 8 to their bearings 20, and the levers 9, turning thereon, apply the shoes of the brake-heads 6 to the wheels 2 and 4. A similar but reversed action is' produced in releasing the brake, the forward movement of the brakerod sections 12 in such case turning the brake-levers 9 upon the bearings 20 and -relieving the shoes of the brakehead 6 from their bearing on the wheels 1 and 2. The pressure which has theretofore acted through the pressure rods 19 upon the levers 9 and brake'hcads 6 being consequently released therefrom, the gravity ofthe brake-heads 6 withdraws their shoes from the wheels, 1 and 3, and during their withdrawal the pressure- -rods 19, bearing upon the outer ends of the levers 9, cause the latter to turn upon the pins 8 and maintain the outer ends of the levers 9 and 9 in normal relative position fora succeeding operation. 4

It will be seen that while one of each pair of adjacent brake-heads is actual-ed by a brakelever having a fixed fulcrum and the other by a lever having a floating and shifting fulcrum the leverage is under all conditions equal in both, or may readily be proportioned as desired, and when equal the shoes will be applied with equal force to their respective wheels. Each lever is of the second order, and the fulcra of the levers are in the application of the brakes located at oppositeends thereof, respectively; but in each the powerarm is equal to the distarcc from the center of the bearing 20 to the centerof the pin at the opposite end of the lever, and the resistance-arm is equal to the distance from the center of said end pin to the center of the pin by which the brakchead is coupled to the lever, said distance respectively being, as be- I fore stated, equal in the two levers.

I claim herein as my invention 1. In a brake mechanism, the combination of a braltelevcr pivoted to a fixed fulcrum, abrake-lever having a floating or movable fulcrum, brake-heads coupled to said levers, a brake-rod coupled to the lever having the floating fulcrum, and a pressure-rod interposed betwceu and bearing against the brakelevers, substantially as set forth.

2. In a brake mechanism, the combination of a pair of brake-heads suspended between two adjacent wheels, a pair of brake'levers, each coupled between its ends to one of the brake heads, a fixed support or fulcrum coupled to one end of one of the brake-levers, a brake-rod coupled to the corresponding end of the other lever, and a pressure-rod interposed between and hearing against the opposite cnds of the brake-levers, substantially as set forth.

3. In a brake mechanism, the combination oftwo pairs of brake-heads, each pair of which is suspended between two adjacent wheelatwo pairs of brakeleverspeach member of which is coupled to one of said brake-heads, fixed supports or fulcra, to each of which one member of each pair of brake-levers is coupled, a

brake'rod coupled to the piston-r0d of a brake-\ cylinder,aconnecting-armcoupling said brakerod to the member of one pair of levers which, is unconnected to a fixed inlcrum, a brake-rod coupling the connecting-arm with the cone sponding member of the other pair of levers, and pressure rods interposed between and bearing against the ends of the levers which are unconnected to the fulcra and brake rods, substantially as set forth.

4. In a brake mechanism, the combination of a pair of brake-levers pivoted at their adjacent ends to a fixed fulcrum and a brake-rod, respectively, brake-heads, each coupled to one of said levers between its ends, and a pressurerod having its ends fitted to swivel or pivot in the ends of the brakelevcrs opposite th oseconnected to the fixed fulcrum and brake rod, substantially as set forth.

5. In a brake mechanism, the combination of a pair of brakedevers pivoted at their adjaccnt ends to a fixed fulcrum and a brakerod, respectively, bral e-heads,each coupled to 6. In a brake mechanism, the combination 7 of a pair of brake-levers pivoted at their adjaeent ends to a fixed fulcrum and a brake rod, respectively, brake-heads, each coupled to oneof said levers between its ends, and a pressure-rod provided with spherical or ball bearings secured adjustably upon it adjacent to its ends, and fitting sockets in the ends of the brake-levers opposite those connected to the fixed fulcrum and brake-rod, substantially as set forth.

' In testimony whereof-l have hereunto set my hand. 7

GEO. WESTINGHOUSE, JR.

Witnesses:

J. Snowman BELL, F. E. GAILIIER. 

